project

Chile wants a tunnel under the Strait of Magellan to link Tierra del Fuego with the continent. The project exists, the agreement with Argentina does not

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Today, if a person wants to cross from Chile or Argentina to the island of Tierra del Fuego, they depend on ferries and barges. Normally, about 600 vehicles and around 2,000 people They cross the island every day. The extreme southern region of Patagonia is also a complicated area in meteorological terms, which leads to the suspension of maritime transport services every now and then. Hence, it makes all the sense in the world that they are considering building an underwater tunnel that connects both regions. The idea is to build an underpass of about 3.7 kilometers in the First Angostura, thus replacing ferry transportation. The project has existed on paper for a long timebut now it has just gained some political momentum. What exactly is proposed. The project would consist of an underwater road tunnel that connects Punta Delgada, in the continental zone, with Bahía Azul, on the Big Island of Tierra del Fuego. This section, known as First Angostura, is the point where the Strait of Magellan narrows to the maximum, making it the most technically reasonable place to attempt a work of these characteristics. Why is it resurfacing now? The project has been included since June 2025 in the Extreme Zones Development Plan 2025–2035 of the Magallanes Region. The governor of Magallanes, Jorge Flies, has been the main person responsible for restore some visibility to the initiative in recent weeks, according to some media reports. What the technicians say. Francisco Hernández, academic at the University of the Andes, counted to the Uruguayan edition of El País that the work is technically possible, but warns that it should not be seen “as a simple work.” The media also points out more difficulties than the length of the route, including the detailed study of the geology of the seabed, the water pressure, the currents or the seismic behavior of an area located very close to the mountain range. Depending on the results of these analyses, the project could be executed with a TBM-type tunnel boring machine or using conventional rock excavation techniques. According to account According to La Nación, Norwegian engineers have already reviewed the proposal in a preliminary phase and concluded that the conditions could be favorable. cHow much does it cost and who pays. The estimates oscillate between 500 and 1.5 billion dollars. As it is a binational project, Chile and Argentina would have to agree on the distribution of the investment, the management model and long-term maintenance guarantees. The media also points out that viability does not depend only on engineering, but on there being a firm agreement between both countries on who pays, under what conditions and with what operating scheme. What point is it really at? For the moment, the tunnel is nothing more than a proposal included in Chile’s planning. There is no official confirmation of the start of works, no definitive agreement between the two countries, nor guaranteed financing. The next step would be to complete the geotechnical and geophysical studies that allow the design, costs and security, evacuation and emergency systems to be refined. Until then, we will have to wait to find out if the project finally comes to fruition. Cover image | Vincent Etter and Ricardo Gomez Angel In Xataka | With 3,500 tons and 15 meters in diameter, China already has the largest tunnel boring machine in the world for high-speed trains

Xbox anticipates changes beyond Project Helix

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Yesterday Nintendo closed non-E3. The video game fair as we knew it died a few years agobut its spirit lives on in the form of conferences that take place in the first half of June and in which companies show the news that will arrive on their platforms over the coming months. PlayStation, the aforementioned Nintendo, the Summer Game Fest or the PC Game Show have been some of them, but If there is one that is attracting attention, it is Xbox. And it turns out that he is not talking about his games (many old acquaintances that are now simply dated), but rather because of the change in strategy after the arrival of Asha Sharma as new CEO from Microsoft’s video game division. Because where before there were own games that would even come out for PlayStation, now there are a return to console exclusives. And within those consoles is a Project Helix which, supposedly, will be the new Microsoft machine and that it will not be easy. To the point that they are rethinking what Project Helix should be, how much it should cost or if we are prepared for such expensive consoles. And Asha Sharma adds one more question: a business model we would never have expected and that could start this year. We are going little by little because there is a lot to unpack. From the “can Xbox be fixed?” to a Project Helix that arrives at the worst possible time After a conference like the one we saw on Sunday, it is logical that questions will arise. The entire conversation is revolving around the issue of the return to exclusives, implying that a Microsoft that finds it difficult to maintain stock of its own consoles is abandoning a fleet of Sony consoles that exceeds, by several tens of millions of units, the installed Xbox. Microsoft games on PS5 They operate on a commercial levelwith notable examples such as ‘Forza Horizon 5‘and, above all, ‘Sea of ​​Thieves‘. But Sharma wants Xbox to become number one in gaming and believes that that path passes through the return of the exclusives. It is a somewhat strange maneuver because those first chosen will be ‘Gears of War E-Day‘ (which we later learned was planned for PS5 until a few days ago) and ‘Clockwork Revolution‘. Others like ‘Halo: Campaign Evolved‘for this July 28 or future ones’State of Decay 3‘, ‘Fables‘ and ‘Senua‘yes they will see the light on the Sony console. If nothing changes again, of course. Matt Booty, head of the Xbox games division, warned at the conference that each case will be reviewed individually, implying that they are also not very clear about which games will reach other consoles and which will not. “Do you think Xbox can be fixed?” – Asha Sharma asked Matthew Ball But, in any case and beyond the video games themselves, there is something else floating in the air. We know that Xbox is working on its new console, the aforementioned Helix. It will be a kind of hybrid between console and PC, something that makes a lot of sense if we take into account Microsoft’s business and, above all, that Steam is preparing exactly the same thing with its Steam Machine. A few weeks ago, Asha Sharma commented that the hardware existed and they are closing the details to be able to send the development kits (necessary to start developing the games) to the video game studios at the beginning of next year. He also ‘threatened’ the price, pointing out that Project Helix will not be a cheap machine because the situation with the components is what it is. Hardware that will have a good amount of memory and storage will be very, very expensive. We are seeing it on mobilesrouters and even on the Raspberry Pibut what has scared many of us is the relaunch of a Steam Machine with a premium of almost 300 euros. After being out of stock for months due to out-of-stock due to the supply of components, the machine returned with several hundred euros extra price. This situation did not bode well either for a Steam Machine that, supposedly, will arrive this summer… or for a PS6 and Project Helix that we should see sometime in 2027. Given all the necessary context, let’s go with Matthew Ball. Ball is Xbox’s new head of strategy. He responds to a Sharma who asked him one thing before signing him: Can Xbox be fixed? Ball believes so, rewarding players who have stayed on Xbox with this return of exclusives as a way to “validate the historical investment” of those players. It must be remembered that someone who buys a ‘Forza Horizon 6‘on PS5 he is also an Xbox player, for example, but oh well. About Helix, Ball points out in a interview that it would not make sense for the company to get out of the hardware business and that they are making this return to exclusives, precisely, to strengthen their platform. Now, it also supports what Sharma already said: the next Xbox will arrive in a context in which the AI ​​boom has skyrocketed the cost of components. “I think we will start to see radically different business models that we would never have expected to come into being later this year” – Asha Sharma In addition to pointing out that they cannot produce consoles at the same rate as they are demanded (hence the stock outage in many markets, with Xbox Series X showing a premium because they are not units that Xbox sells directly), points out something interesting: They are fighting to make the console design not be compromised by the situation, but at the same time trying to make it affordable in a context of high costs that are expected to continue for at least the next two and a half years. That is to say: they need to launch a new machine, but one that is not as expensive as the original … Read more

Xbox Project Helix, information

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Several years have passed since Xbox Series X and Xbox Series S They landed in living rooms around the world, and Microsoft is beginning to show the cards for what comes next. Project Helix is the code name for the next generation of Xbox, a console that, judging by how little (and how much) is already known about it, is not going to be too similar to what the company has offered us so far. Under these lines we bring together everything we know about the next generation of Xbox to date. What is Project Helix? Project Helix is the official codename for the next-generation Xbox console. Microsoft confirmed it publicly in March 2026, when Asha Sharma, the new CEO of Xboxwho came to office after the Phil Spencer’s retirement At the end of February, he announced it through his X account. According to counted Sharma at the time, the console “will lead in performance and play your Xbox and PC games.” As is common in the industry, this is not a definitive brand name. As happened with Project Scarlett and Lockhart, which eventually became Xbox Series X and Xbox Series S respectively, Project Helix will receive another name when Xbox confirms it. Until then, this is how we will refer to the device. What has been clear from the beginning is that Microsoft has ambitions that go well beyond a simple generational update. According to Jason Ronaldvice president of Xbox’s next-generation division, the team has been working hard on the hardware for some time and at GDC 2026 in March confirmed that they are “in full development” of the console. What type of console is it? This is perhaps the most striking feature of Project Helix, and the one that has generated the most stir in the industry. Unlike its predecessors, the console will not only run Xbox games, but It will also be able to run PC titles. And supposedly not only from the Microsoft store, but also from other digital platforms such as Steam or GOG natively. Microsoft has been moving towards the idea that “everything is an Xbox” for some time, erasing the boundaries between console and PC. Project Helix would be the most ambitious materialization of that philosophy. Ronald himself counted already at GDC that “the days when people defined themselves as console, PC or mobile gamers really don’t exist anymore.” Xbox Series X For developers, Microsoft is preparing a unified development kit (GDK) that will allow them to release a single version of a game and reach both console and PC users, something that would considerably reduce the effort of studios to adapt their games to multiple platforms. According to Wccftechthe user interface will be built around an evolved version of the Xbox Full Screen Experience, similar to what already exists on laptops ASUS ROG Xbox Ally. In addition, in April 2026, the so-called “Xbox Mode” began to be deployed in Windows 11, a full-screen, controller-optimized experience that acts as a preview of the Project Helix environment. It is only available on Windows 11 and serves both to mature the ecosystem and to familiarize PC players with what is to come. What are its technical specifications? Microsoft and AMD have been deliberately brief with specific numbers, preferring to talk about design philosophy rather than TFLOPS. But what has been officially confirmed, combined with what internal sources have revealed, already offers a fairly clear profile of the hardware. What is officially confirmed: AMD Custom SoC: Project Helix will be built on a custom chip designed jointly by Microsoft and AMD. AMD Senior Vice President Jack Huynh confirmed which uses the RDNA 5 GPU architecture and is manufactured in TSMC’s 3 nanometer process, which represents a huge leap in efficiency compared to the 7 nm of the Xbox Series X. New generation of DirectX and FSR Diamond: The console is co-designed for the next generation of DirectX. AMD has also confirmed that Project Helix will incorporate FSR Diamond, its new scaling and frame generation platform, which integrates a dedicated NPU for multi-frame generation, neural texture compression and neural rendering. dedicated NPU: The console includes a Neural Processing Unit integrated directly into the SoC, independent of the GPU and CPU, to handle all artificial intelligence-driven rendering tasks. Next level ray tracing:Microsoft has described Project Helix’s ray tracing performance as “an order of magnitude jump” over the current generation. This is supported in part by the new RDNA 5 architectures, which include so-called “Radiance Cores”, a specific hardware block for ray tracing, and “Neural Arrays”, a new approach to grouping GPU computing units as a unified artificial intelligence engine. What the leaks point out: Known leakers such as Moore’s Law Is Dead and KeplerL2 have stated on several occasions that the chip is internally called “Magnus” and would have: CPU: Hybrid design with up to 11 cores, with up to 3 high-performance Zen 6 cores and up to 8 efficiency Zen 6c cores. The frequencies of the performance cores are estimated to be in the range of 5.5-6 GHz. This would represent a huge generational leap over the Xbox Series X’s Zen 2 cores. GPU: 68 RDNA 5 compute units. Although only a 30% increase in units over the 52 Series Memory: GDDR7, according to industry analysts. According to Wccftech, if these leaks are correct, Project Helix could offer between 5 and 6 times the rasterization performance of Xbox Seriesand up to 20 times in ray tracing. However, we have no choice but to wait for official information to corroborate these data. When is Project Helix coming? There is no official date. What Microsoft has confirmed in the latest GDC is that the development units in the alpha phase will begin to arrive at the studios from 2027. From there, the calendar is speculative. The launch window that industry sources most point to is end of 2027although some analysts do not rule out 2028 either. In part, this will depend on when exactly the development kits arrive … Read more

The most ambitious US military project in space has a new owner: SpaceX

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The United States Government has hired SpaceX to act as the backbone of its military telecommunications system. After several delays of an initial system, based on the participation of multiple companies and entities, it has now been decided to bet all data transport on Elon Musk’s request. Starshield satellites. Although the technical details have not been announced at the moment, this agreement between the Pentagon and SpaceX is possibly based mainly on the contracting of Starshield services, satellites with technology similar to that of Starlink, but adapted to military applications. The space company It already has hundreds of these satellites in low Earth orbit, some of them involved in actions such as attacks on Iran. A system made up of layers. The hiring of SpaceX, in which 2.29 billion dollars have been invested, is aimed at the development of the backbone. That is, the central layer of the data transport system used by the United States for military purposes. This system consists of more layers, in which more companies will intervene, which will be in charge, for example, of tracking. However, everything revolves around the axis constituted by Elon Musk’s satellites. The functions. With all these contracts, the United States intends to facilitate the tactical communications of the US Army thanks to access to broadband communication services worldwide. In addition, the aim is to work on the detection and tracking of missile launches and, in turn, connect sensors and shooters. In short, SpaceX must provide the backbone of a system composed of sensors that detect possible threats and a network that communicates these threats as quickly as possible to anti-missile systems and shooters so that they act accordingly. Other companies. While SpaceX will focus on data transportation and the cohesion of all actors involved in the United States military plan, other companies will be in charge of tracking. In recent years, the Space Development Agency hired for it to L3Harris Technologies, Lockheed Martin, Northrop Grumman and Rocket Lab, all companies that have already begun developing satellites for this purpose. On the other hand, the last three, together with York Space Systems, they had been hired also for transportation purposes, similar to those that have finally been entrusted to SpaceX. At the moment it does not seem that the development of its own satellites has been cancelled, but the change in strategy, much more focused on SpaceX, is clear. Concerned legislators. Despite the intervention of other companies, legislators have expressed concern about the decision to put all the transportation and telecommunications eggs in Elon Musk’s basket. Given this situation, the spokesperson for the United States Space Force has assured who are already looking for a second contractor to build Space Data Network satellites. At the moment it is only SpaceX’s task, but they intend to increase competition. SpaceX’s duties. As they point out from Ars TechnicaElon Musk’s company is obliged to deliver a “prototype of fully operational capacity” for its telecommunications system before the end of 2027. With this, SpaceX diversifies its work, entering fully into the military field. Is this surprising? The truth is, not too much. Now all that remains is to see how it swims in these waters in which He had already made his first dives. Image | US Space Force photo by Gwendolyn Kurzen/Diego González (Unsplash) In Xataka | Once again, Ukraine has opened a missile launched by Russia. Once again, surprising manufacturers have been found

Spain and Morocco have been dreaming of a tunnel under the Strait for 40 years. The great enemy of the project is called Umbral de Camarinal

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Linking Europe with Africa from the Strait of Gibraltar has been discussed for decades. However, in recent years we have seen how the Governments of the countries involved have been adding steps to this project. Spain and Morocco work has accelerated in recent months to make a railway tunnel a reality that would pass under the Strait and that would connect Punta Paloma (Tarifa) with Cape Malabata (near Tangier). The infrastructure (if it is built) would easily become a historic engineering work, allowing people to cross from one continent to another in just half an hour. What are we talking about?. The project contemplates a strictly railway tunnel, without a viaduct or vehicle lanes (something it originally discussed doing), with a total length of about 42 kilometers between stations, of which 27.7 are submerged. The deepest point it would reach 475 meters below sea level and would cross what is known as the Camarinal Threshold, the shallowest area of ​​the Strait and, curiously, much more complex from a geological point of view. What would it be like inside?. According to data collected by the Spanish public company SECEGSA, the design proposes two independent single-track tubes, each with an inner diameter of 7.90 metersand a 6-meter central service gallery for maintenance and emergency tasks. This gallery would connect with the main tubes through transversal passages every 340 meters. At the lowest point of the layout there would be a safe parking area with intervention areas and a smoke extraction system. High-speed trains for passengers and shuttle convoys for goods and vehicles would run through the tunnel. Who is in charge. The project is moving forward in two ways. On the Spanish side, the work is coordinated by SECEGSA, a public company created in the eighties precisely to promote this connection. On the Moroccan side, the Government has decided to concentrate all its efforts on the channel with Madridruling out other parallel paths. The most recent and relevant agreement It was signed on December 4, 2025 in La Moncloa between the Minister of Transport of Spain, Óscar Puente, and his counterpart in Morocco, Karim Zidane. It contains a memorandum between the Spanish National Geographic Institute and the National Center for Scientific and Technical Research of Morocco (CNRST) to jointly study the seismicity and geodynamics of the Strait for three years. Financing. In March of this year, the Spanish Government approved an additional transfer of 1.73 million euros to finance technical studies, according to they count from La Razón. Added to this item is a marine research campaign commissioned by the Higher Council for Scientific Research (CSIC) with a budget of 553,187 euros, published in the Official State Gazette. This campaign, lasting about 15 days and scheduled for the first half of 2026, includes high-resolution bathymetry, sampling of sediments and rocks from the seabed, and laboratory analysis. Three CSIC institutes participate (Marine, Geological and Mining Sciences, and Oceanography), the Navy Hydrographic Institute and the United States Geological Survey. Obstacles. The key is in the Camarinal Threshold. The Spanish subsidiary of the German manufacturer Herrenknecht, specialized in tunnel boring machines, carried out a feasibility study that concluded that the work is technically possible with current engineering, although he warned of enormous logistical and economic challenges. The subsoil of that area is made up of materials from the Flysch Complex, with layers of sandstone and clay of turbidite origin, covered by more recent sediments. This geological variability, added to the fact that the Strait is located on the Azores-Gibraltar-Tunisia fracture, the same one that caused the devastating Lisbon earthquake of 1755makes excavation a particularly complex challenge. On the other hand, it should be noted that the Strait is not an easy scenario. More than 100,000 ships pass through its waters a year and the study area is located within a Special Conservation Area with a protection plan for orcas. More than 1,900 species of marine flora and fauna have been recorded, which requires obtaining certain environmental permits before doing anything. How much will it cost. Although there are no concrete figures on how much the project would cost, Morocco World News situates the estimated cost alone for the Spanish part is above 8.5 billion euros, while other media such as El Diario elevate the total budget above 15,000 million, to be distributed between Spain, Morocco and the European Union. In any case, it will be one of the most expensive infrastructures ever built in the region. When will it be ready. Here it is advisable to lower expectations. And the deadlines that are managed They place the possible inauguration between 2035 and 2040always in the best of scenarios, but very possibly set more in the 2040s than before (that is, if the work is ever executed). If the seismic and geotechnical studies end up being favorable, a reconnaissance gallery could be put out to tender in 2027, requiring several years to complete to obtain detailed information on the terrain and the viability of the project. Why it matters beyond engineering. Connecting Africa with Europe by rail would encourage trade in very profitable ways, integrating the railway networks of the Maghreb with the European system and making the peninsular south take on a completely different color as a logistical node. Of course, it also raises political debates, especially regarding immigration management. Be that as it may, we will still have to wait to find out if the project finally materializes. Cover image | SECEGSA and Google Earth In Xataka | Amazon wants to save its ‘cloud’ from the mud: the plan to shield Zaragoza against large floods

This is the Basque project that wants to convert waves into cheap electricity

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On May 12, a 42-meter steel buoy was towed from the Bilbao estuary to the open sea off Armintza. It is not the first time he has made that trip. It already did it in 2016, endured three winters with waves of up to 14 meters, generated electricity and returned to port with something equally valuable: data. Now it comes back improved. The Basque firm IDOM has released the Marmok A-5 again in the Cantabrian Sea, and this time he knows exactly what he has to prove. It’s not just another test. The promise of wave energy is not small. As he explains to the magazine Renewable Energies IDOM wave engineer, Patxi Etxaniz: “The amount of resources available worldwide is brutal; if we are able to obtain that energy in an economically profitable way, we have solved the global energy problem.” The problem, until now, has always been the same: extract it without ruining yourself in the attempt. The race to achieve this is fought by just a dozen or fifteen actors around the world: the Swedish CorPower, several Scottish engineering companies, companies from France, Wales, Finland and Italy, and Asian actors from Korea, China and Japan who, in the words of Etxaniz, “do not publish anything, they are very discreet.” IDOM is already in that group. The Cantabrian piston. The Marmok is, in essence, a buoy with a cylinder of water inside. As detailed Europe Wavewhen a wave arrives, that column of water rises and falls like a piston, compressing and expanding the air in an upper chamber. In this way, this air flow moves a turbine that generates electricity and, finally, an underwater cable takes it to land. The technology is called OWC – oscillating water column – and the new Marmok has improved it on three fronts, according to BiMEP: new turbine with controllable blades, intelligent control system with onboard batteries, and radically simplified anchoring. This latest change was born directly from one of the most costly and dangerous problems of the first campaign. As Etxaniz explained: “The anchorage we had worked well, but we needed a lot of divers, and they are expensive, and their work is dangerous: underwater, with ropes with a lot of tension, one of them whips you and you can have a serious problem.” Problem detected, problem solved. In this new campaign, in addition, the Marmok will connect to the grid for the first time through the HarshLab platform, a floating laboratory integrated into the BiMEP infrastructure, which will allow both to evacuate the energy generated and to monitor the behavior of the system in real time. Twelve years of work. The Marmok did not appear overnight. Its first models were tested at the El Pardo Hydrodynamic Experience Center in 2012. From there they went to the Tecnalia laboratories, then to the BiMEP offshore facilities in Mutriku, and finally to the open sea in October 2016, where it became the first wave energy converter connected to the electrical grid in Spain and one of the first in the world. Behind that journey was the team from the Basque company Oceantec. IDOM saw the potential, hired them en bloc and integrated them into its structure. More than a decade of work, financing from the Basque Energy Agency and support from the European innovation program EuropeWave later, what began as a laboratory prototype is today, according to BiMEPa device ready to advance towards pre-commercial phases. As Borja de Miguel, project manager at IDOM, summarizes: in statements collected by Europe Wave: “Achieving secure installation and grid connection at BiMEP is a key step in bringing wave energy closer to commercial reality.” What’s coming Over the next few months, the team will verify the performance of the new systems and progressively increase operations. The data collected by this campaign will serve two purposes: demonstrate results to EuropeWave and decide what the next phase of development will look like. The objective is not academic. It means lowering costs until a Cantabrian wave can compete, in price, with any other energy source. There is no date for that yet. “It will depend on the investment,” says Etxaniz. But the window exists, the group of applicants is small, and Basque engineering has been learning to read the sea for more than ten years. The Marmok already knows how to survive three stormy winters. Now you have to learn how to do it cheaply. Image | EuropeWave Xataka | For years, wave energy was the ugly duckling of renewables. AI and data centers have taken a turn

It is a project that has been lying fallow for more than 30 years.

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Bilbao has been promising for a long time a subfluvial tunnel that runs under the Nervión, connecting both banks to be able to cross it in a few minutes. This would alleviate one of the biggest bottlenecks in Euskadi. The good news is that The works will start this summer. A problem that has been unsolved for decades. The Rontegi bridge supports nearly 175,000 vehicles a day and has become the main road bottleneck in Bizkaia. Crossing from one bank to the other of the Nervión estuary without passing through that point requires a detour of more than 13 kilometers. This causes chronic traffic jams, a considerable loss of time and ends up generating more emissions. The solution that had been on the table for decades (and that is now finally beginning to materialize) is a subfluvial tunnel that pierces the bed of the Nervión and directly connects the Right Bank with the Left Bank. What exactly is going to be built. The subfluvial will be 3.2 kilometers long and will be made up of two independent tubes (one in each direction of travel), each with two lanes and safety shoulders. It will link the Artaza roundabout, between Leioa and Getxo, with Ballonti, between Portugalete and Sestao. Just like they count from El Correo, the project will also include connections with La Avanzada, the Uribe Kosta corridor and the Getxo neighborhood of Zugazarte. The intention with the project is that in a journey that today can exceed fifteen minutes during rush houris reduced to just four. The effective distance will go from about 13 kilometers surrounding the estuary to just four. Heavy vehicles must pay a toll to use it, as occurs on other roads in Bizkaia. A technical challenge. The most demanding section will require drilling up to 45 meters below the river bed, crossing quite geologically sensitive materials. The Lamiako area, with its sandy terrain, is one of the most delicate points of the entire route. The project will use the cut and cover technique, which involves excavating from the surface, installing side retaining walls and then covering the infrastructure to generate a false underground tunnel. According to The Mailthe works will begin in Artaza, the access on the Right Bank and also the most delicate environment of the project, as it is made up of areas with a high residential density, and a school and institute nearby. More than 80 controlled microblasts will be used and it is expected that the Artaza park will be partially emptied. To minimize the impact and disturb neighbors as little as possible, open-air work will be limited to daytime and working hours. Of course, within the galleries, drilling will be done in continuous shifts, 24 hours a day. Figures. The work has quite an important magnitude, to be honest. According to data from the Provincial Council of Bizkaia, the execution of the subfluvial will involve excavating 1.8 million cubic meters of earth and use more than 21,000 tons of steel. About 170 trucks will circulate every day to remove the extracted material (90 through the mouth of Artaza and 80 through Ballonti), whose destination will be the facilities of the Port of Bilbao, where the earth will be used to fill dikes. How the project is progressing and how much it will cost. The Provincial Council has already awarded two of the four major contracts into which the work is divided. As shared by El Correo, the Artaza junction will be executed by the UTE formed by Ferrovial, Construcciones Mariezcurrena and Cycasa, while the section to the Lamiako plain will be assumed by Nortúnel, Geotunel and Tunelan. Both contracts total 277 million euros (without VAT) and have an expected duration of 60 months. The Left Bank contracts (Ballonti access and riverbed drilling) will be awarded later. The total investment in the project is expected to be around 540 million euros, with a view to completing the work by 2032. Emissions and neighborhood controversy. The Provincial Council defends that the subfluvial will reduce polluting emissions thanks to shorter and more fluid routes, with an estimated annual saving of 6,000 tons of CO₂ and two million liters of fuel. However, the project It has generated quite a bit of discussion among the neighbors.. And various neighborhood and environmental platforms criticize the prioritization of road traffic in the midst of the climate transition. They also remember that the initial project contemplated a rail connection with Bilbao Metro stations such as Areeta and Sestao, something that ended up disappearing in the final project. This train was, precisely, one of the City Council’s main arguments in terms of sustainability. Artaza residents also express concern about noise, vibrations from blasting and truck traffic during years of construction. The Provincial Council has promised permanent controls, prior technical inspections in nearby buildings and a citizen service office throughout the execution. Cover image | Minube and Bizkaia.eus In Xataka | The most ambitious megastructure in Madrid is one beam closer to becoming a reality: the Ventas elevated park

This is how the Rocketroll project works

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Artemis II has been an example of how far space travel can go. So far that there will come a time when the technologies currently used to propel ships will be insufficient. There is no point in using solar energy if we move too far from the Sun or travel to the Moon, with 14-day nights. Nor is it useful to use the best fuel if the trip is going to be so long, so far and with so much load that refueling needs would be unfeasible. For this reason, nuclear propulsion has been considered for some time to take ships where they cannot go today. The European Space Agency (ESA) has also jumped on that bandwagon and has already carried out its first studies. An order for three consortia. The ESA just announced the first results of the Rocketroll project, which has asked three independent consortia to design an approach to use nuclear electric propulsion in European space missions. This is something that other space agencies, such as NASA, have already begun to study, but in European territory work had not yet been done on this specific issue. Thermonuclear propulsion vs nuclear-electric propulsion. In fact, nuclear propulsion for spacecraft had already been studied in Europe. That is the key to the Alumni project, presented by ESA last year. The difference is that in that case a thermonuclear propulsion system was designed. That is, a reactor in which nuclear fission generates heat that is used to heat a fluid that serves as a propellant. What has been studied in Rocketroll is different, since nuclear fission generates electricity, which is supplied to a series of electric motors. Each one has its advantages. In absolute terms, thermonuclear propulsion is more powerful. However, it is accompanied by technical problems, such as storing a sufficient amount of propellant. Plus, it’s very expensive. The other option is cheaper and, accompanied by some chemical propulsion, is just as powerful. That is why ESA is so interested in having its ships work with this mechanism. Three consortia, three proposals. Three multidisciplinary consortia have participated in this project: Tractebel, CNRS and OHB Czech Space. Each has made a proposal that would be incorporated into the entire system. For example, the first consortium has proposed using enriched uranium as a generator of nuclear power. Uranium-238 is the most abundant in nature, but it is not fissile. This means that a nuclear fission chain reaction cannot be maintained from it. Nuclear fission is the process by which energy is obtained in nuclear reactors, so it is of no use to us. On the other hand, Uranium-235 is fissile. Enriched uranium is richer in this isotope, so it can be used in a nuclear reactor. Compared to other options, such as Plutonium-239, Tractebel considers that this is better. For its part, CNRS proposes using a molten salt reactor. That is, a reactor in which this type of salts are used as coolant and/or fuel to trigger nuclear fission. Finally, the third consortium proposes that the ships be larger to optimize the results. Scheme of the alumni nuclear thermal propulsion system (Image rotated) A safe option. All consortia conclude that nuclear-electric propulsion can open new paths for space exploration. This is great news, but we may have doubts about its safety. Before them, they remember that it is a risk-free process. The uranium that would be activated remains inert and is only activated, to trigger nuclear fission, once it is in orbit. There would be no risks while handling the ships on Earth. In addition, shields are used so that astronauts and spacecraft cargo are not at risk when the reaction is triggered. We must not forget that space is also a large source of radiationso ships must be properly protected. Next steps. This first step by Rocketroll has been little more than a brainstorm. There is still quite a way to go. For example, each system will have to be studied separately, from the nuclear reactor to the radiation shield, including the energy conversion system, the thermal heating and cooling system and the electric thrusters. For all this, ESA has already formed a nuclear propulsion working group that will oversee the design and construction of subscale hardware. There will also be laboratory tests to confirm that everything is working properly before even thinking about testing the system in space. This technology may be the future, but it must be tested slowly. Image | THAT In Xataka | The West stopped building nuclear power plants because they were too expensive: China is teaching it a lesson

The largest naval project in German history since World War II is turning out to be a crazy disaster

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In Europe, large military programs often take more than a decade to be completed and, in many cases, end up costing several times more than initially anticipated. It is not uncommon for complex projects to accumulate thousands of technical requirements and go through multiple reviews before reaching production. In this context, some plans are born as emblems of modernization… and end up becoming examples of how difficult it is to bring them to fruition. From something historic to something unsustainable. He program F126 was born as the great symbol of German rearmament and largest naval project of the country since the Second World War, but over time it has become quite the opposite: an example of how an ambitious plan can derail to the point of collapse. Conceived as a latest generation frigateflexible and prepared for decades of service, the project has not only accumulated delays and cost overrunsbut has called into question Germany’s ability to execute large military programs at a time when it aspires to lead European defense. Technical errors and chaos. He told in an extensive report the financial times that the origin of the problem seems as modern as it is devastating: a failed bet on a new software design that was not ready for a project of this scale. What should have been an advanced tool ended up generating cascading errors, from cables incorrectly located on the plans to steel parts manufactured with incorrect shapes, forcing manual corrections and slowing down the entire production. The result was a system that was moving at just a fraction of its planned pace, with delays that pushed the initial delivery several years later than planned. A culture shock. It turns out that the problem was not just technical. Apparently, the media reported that the project was trapped in a deep shock between the Dutch shipyard’s way of working and the German contracting system, known for its extreme rigidity. Thousands of specifications detailed even the smallest elements, while approval processes were they dragged on for months within a complex bureaucracy that required paper documentation and rejected even plans in English. This combination made collaboration a slow, frustrating, and, in many cases, unproductive process. Skyrocketing costs and limit decisions. As the problems piled up, so did made the invoice: The project, initially valued in the billions, began to go off track with significant cost overruns and structural delays. As it is, Germany now faces critical decisions ranging from replacing the main contractor to accepting billions already invested. as irrecoverable losses. At the same time, faster but less ambitious alternative solutions are being studied, reflecting the extent to which the original project has lost credibility. Notice to sailors of rearmament. If you like, the case of the F126 goes beyond a simple industrial failure: it reveals the limits of European military cooperation even among closely integrated countries and raises questions about the continent’s ability to implement complex joint programs. In a context of increasing of defense spending and increasing strategic pressure, the project has become a clear warning: It is not enough to invest more, you also have to know how to manage better. Because otherwise, even the most important projects can end up being, as in this case, a costly and lengthy example of what not to do. Image | Give me In Xataka | Germany is experiencing a new “industrial miracle” that it already experienced 90 years ago: that of weapons In Xataka | Germany was a sleeping military giant: now it has been awakened and it is already surpassing the US in bullets produced per year

NASA has put a Spaniard in charge of the project for its future lunar base: Carlos García-Galán from Malaga

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Dressed in a jacket, light blue shirt and gold tie, Carlos García-Galán He did not occupy another chair at the NASA conference held in Washington. Escorted by the administrator Jared Isaacman and other top-level officials, the engineer from Malaga spoke before the press in the middle of the presentation of the agency’s new lunar turn. His presence at that time placed him at the forefront of a roadmap that redefines NASA’s priorities on the Moon. The context of that scene helps understand its relevance. Hours before,Isaacman had presented a roadmap that changes the focus of the agency. It is no longer just about returning to the Moon, but about establishing a sustained presence on its surface. The proposal involves deploying in three phases the initial elements of a permanent lunar base, with stable infrastructure and a logic that is more industrial than experimental. The man from Malaga who now pilots the Moon Base program This change of course also redefines the role of those who must execute it. In this context appears García-Galán, whose official position within NASA is “executive program” at the lunar base. This is a high-level management position, responsible for coordinate and guide program development, not an operational role on the ground. His role will be to lead the project from the agency structure, not to direct a facility on the lunar surface. García-Galán, remember, is not a newcomer, but an engineer who has developed his career within NASA and has been assuming responsibilities for years to get to this point. His presence in the announcement is linked to that trajectory, which now places him in one of the great bets of the US space agency at this stage. His career within NASA helps to understand why he has come this far. Before this appointment, García-Galán, according to LinkedInheld the position of “deputy manager” of the Gateway program, until now a relevant piece in the agency’s lunar architecture. With more than 27 years of experience In manned space flights, he has worked on the design, integration and operation of complex systems, participating in programs such as the International Space Station and the Orion spacecraft. His experience at Gateway also helps explain this appointment. In that program, García-Galán was involved in integration and management tasks within an environment with multiple partners and components. The new approach towards a lunar base requires precisely this ability to order diverse pieces, from missions to infrastructure, something that fits with the profile that has been developed within the agency in recent years. The program that he will now supervise is divided into several phases with a common objective: establishing a sustained presence on the lunar surface. NASA proposes a sequence of missions that will go deploying infrastructurefrom mobility and energy systems to communications networks and habitats. The idea is to advance progressively towards a base capable of sustaining longer-term human stays. Images | NASA (1, 2, 3) In Xataka | Elon Musk knows that TSMC is overwhelmed: Terafab is his idea to completely change the global chip industry

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